Automatic fluid-pressure brake apparatus.



No. 721,423. l PATBNTUUTEB. y24, 190s.

M. UURRINGTUN. 'y AUTOMATIC FLUID PRESSURE BRAKE APPARATUS.

APPLIUATIONHLUD Dnc. 21, 1901.

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A .5' 77 WITNESSES: INVENTO dn r )n mya Wfl/47V a UNITED STATES PATENT 'OFFICE MRRAY ooRRiNGToN, or NEW YORK, N. Y.

AUTOMATIC FLUID-PRESSURE BRAK APPARATUS.

SPECIFICATION forming part of Letters Patent No. 721,428, dated February 24, 1903. Application led December 21, 1901. Serial No. 86,769. (No model.)

To all whom it may concern:

Be it known that I, MURRAY CORRINGTON, a citizen of the United States, residing at New York city, in the county and State of New York, have invented certain new and useful Improvements in Automatic Fluid-Pressure Brake Apparatus, of which the following is a specification.

My invention relates to improvements in valve mechanism forming part of an automatic Huid-pressure brake system for controlling the admission of compressed air to and its exhaust from a brake-cylinder, as will be fully pointed out in the accompanying description and claim.

Referring to the drawings, Figure 1 is a vertical section of a quick-action triple-valve mechanism, and Fig. 2 is a section of a portion of the triple-valve casing of Fig. 1 on the line A A of Fig. 1 looking toward the right.

The triple-valve casing is made up of the three sections 1, 2, and 3, which are united together in the usual manner. The piston 4, the graduating-valve 5, the main slide-valve 6, the spring 7, the graduating-stop 8, and the graduating-spring 9 form the usual parts of a triple-valve device. The passages 10, 11, and 12 connect with the train-pipe, the brake-cylinder, and the auxiliary reservoir, respectively, in the usual manner. In a chamber below the triple valve is a piston 13, operating within a bushing 14 and controlling the opening movement of the valve 16 in a chamber 17. The check-valve 18 is placed in the box or holder 19, while the spring 2O normally holds both valves 16 and 18 upon their seats. A piston 21, which preferably has a packing-ring, as illustrated, is attached to the stem of the valve 18. A cap 22 closes the lower'end of the casing 3 and has a port through it controlled by a valve 23, which is normally seated by the spring 24 and is coupled to the stem of the check-valve 18 by means of the pin 25. 46 lead, respectively, to the brake-cylinder, the piston 13, and exhaust. A passage 26,

having a check-valve 27, seated by a spring 28, Fig. 2, may, if desired, be inserted in the construction between the auxiliary reservoir and the chamber 17.

When air is charged into the system, it goes past the piston 4 through the usual charging- The ports 29, 45, and

der past the graduating-valve in the usual manner. When the extraordinary reduction yof train-pipe pressure is made for emergency application, the triple valve moves through its full traverse to the right, which admits pressure from the auxiliary reservoir through the port 45'in the well-known manner, moving the piston 13 downward and opening the valve 16. This vents the pressure in the smallV chamber 17 past the valve 16, whereupon the pressure below the piston -21 lifts it up and pulls the valve 23 off its seat, thus venting the air from the train-pipe directly to the atmosphere. The brakes are released in the usual manner by increasing the trainpipe pressure and driving the triple valve back to thenormal position, as shown. If it is desired to vent the train-pipe air into the brake-cylinder, this can be readily done by removing the piston V2l, the valve 23, .and spring 24 and plugging up the port in the cap 22. It is apparent that, passage 26 being inserted in the construction, when the valve 16 is opened not only is there such a reduction of pressure above the piston 21 as to permit that piston to rise and open the ventvalve 23, but, the passage 26 remaining open, air continues to ow'through said passage and past the valve 16 to the brake-cylinder in additionv to the ordinary provisions for admitting reservoir-,pressure to the cylinder while the triple valve is in emergency position. Ordinarily when the triple valve occupies emergency position reservoir-pressure ows to the cylinder through the passage 29 and also through the passage 45 around the piston 13. `In all triple valves of the general character illustrated a notch is made in the bushing 14, such as 15, on the side next to the brake-cylinder passage 11, so as to permit a ready iow of air to the cylinder. By dropping the outer edge or rim of the piston 13 a little below the central portion, as illustrated in Fig. 1, when the piston is moved down by the admission of reservoir-pressure IOO through the passage 45 the rim of the piston passes below and uncovers a portion of the notch or port 15 in the bush, thus allowing the air to dow past the piston rapidly from the reservoir to the brake-cylinder. Either or both of these means for admitting reservoir-pressure rapidly to the cylinder may be employed. In case passage 26 is omitted from the construction or is permanently closed air in charging leaks past the piston 2l to charge the chamber 17; out said chamber remains at all times cut olf from lthe train-pipe.

I claim- In an automatic fluid-pressure brake system, the combination, in a valve device 

